All-terrain vehicle

Abstract

The present application relates to the field of vehicle technology, in particular to an all-terrain vehicle. The all-terrain vehicle comprises a frame assembly, an engine, a clutch assembly, an oil cooler and an oil pipe; the engine is at least partially connected to the frame assembly; the clutch assembly is located on one side of the engine, and the clutch assembly is at least partially connected to the frame assembly; the oil cooler is supported by the frame assembly; one end of the oil pipe is in communication with the oil cooler, and the other end of the oil pipe is in communication with the clutch assembly. By arranging the oil cooler on the small-displacement all-terrain vehicle, the engine oil is cooled, the cooling effect is better, and the continuous working time of the engine can be greatly improved; one end of the oil pipe is in communication with the oil cooler, and the other end of the oil pipe is arranged on the clutch assembly, the position arrangement is more reasonable, the cooling effect can be greatly improved without affecting the oil pressure and flow of the engine head, the lubrication effect of the engine head is guaranteed, the stable operation of the engine is beneficial, and the service life is prolonged.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to an all-terrain vehicle. Background Technology

[0002] All-terrain vehicles (ATVs) are vehicles capable of traveling on any terrain, moving freely on areas where ordinary vehicles struggle. They are commonly known as beach buggies. Because their structure is very similar to motorcycles, and many parts are interchangeable, they are also called "four-wheeled motorcycles." An ATV includes an engine. The engine oil plays a series of roles, including lubrication, cleaning, cooling, rust prevention, and sealing. Since the working environment inside the engine is harsh and hot, oil cooling is extremely important.

[0003] Currently, some small-displacement engines use air cooling for oil cooling. Some heat sinks are cast on the outer wall of the cylinder and cylinder head. The heat is carried away by air blowing over the surface of the heat sink at high speed. However, the cooling effect is poor, and the engine needs to rest after running for a while, resulting in a short continuous working time.

[0004] Another type of small-displacement engine will be connected to an external oil cooler. The oil cooler is connected to the cylinder head of the engine through an oil pipe. However, the connection between the oil pipe and the cylinder head will reduce the oil pressure and flow at the cylinder head, thus affecting the lubrication effect of the oil at the cylinder head. Summary of the Invention

[0005] In view of the above, and to address the aforementioned technical problems, this application provides the following technical solution:

[0006] An all-terrain vehicle includes: a frame assembly; an engine at least partially connected to the frame assembly; a clutch assembly located on one side of the engine and at least partially connected to the frame assembly; an oil cooler supported by the frame assembly; and an oil line, one end of which is connected to the oil cooler and the other end of which is connected to the clutch assembly.

[0007] Furthermore, the oil pipe includes an oil inlet pipe and an oil return pipe, and the clutch assembly includes: a clutch cover, the clutch cover includes an oil outlet and an oil inlet, one end of the oil inlet pipe is connected to the oil outlet, and the other end of the oil inlet pipe is connected to the oil cooler; one end of the oil return pipe is connected to the oil inlet, and the other end of the oil return pipe is connected to the oil cooler.

[0008] Furthermore, the clutch cover includes a first side and a second side, with the oil outlet located on the first side and the oil inlet located on the second side and positioned close to the oil outlet.

[0009] Furthermore, the clutch assembly also includes a clutch, which is connected to the clutch cover; the clutch cover also includes: multiple oil passages, which are connected sequentially, and the first and last oil passages of the multiple oil passages are respectively connected to the oil inlet and the clutch.

[0010] Furthermore, the frame assembly includes a front end, and an oil cooler is mounted on the front end of the frame assembly.

[0011] Furthermore, the engine includes a crankshaft unit, and the clutch is at least partially connected to the crankshaft unit; the clutch includes: a drive gear, which is sleeved on the crankshaft unit; a bushing, which is sleeved on the crankshaft unit and located between the drive gear and the crankshaft unit; and a lubrication assembly, one end of which is connected to the crankshaft unit and the other end of which is connected to the clutch cover; wherein, engine oil can enter the lubrication assembly through an oil passage, enter the crankshaft unit through the lubrication assembly, and then flow from the crankshaft unit to the periphery of the bushing.

[0012] Furthermore, a flow channel is provided along the axis of the crankshaft unit itself, and a through hole is provided on the periphery of the crankshaft unit, with the flow channel communicating with the through hole; wherein, the engine oil can flow through the flow channel to the through hole, and then through the through hole to the bushing.

[0013] Furthermore, an oil groove is provided on the side of the bushing near the crankshaft unit, and a groove is provided on the side of the bushing near the drive gear; wherein, engine oil can enter the oil groove and the groove to lubricate the drive gear and the crankshaft unit.

[0014] Furthermore, the lubrication assembly includes: an oil nozzle, one end of which is connected to the clutch cover and communicates with an oil passage; an oil conduit unit, located between the oil nozzle and the crankshaft unit, and communicating with both the oil nozzle and the flow channel; and an elastic element, installed within the oil conduit unit, one end of which abuts against the oil nozzle and the other end of which abuts against the oil conduit unit; wherein, engine oil enters the oil nozzle through the oil passage, enters the oil conduit unit from the oil nozzle, then enters the flow channel from the oil conduit unit, and flows from the flow channel through a through hole to the circumference of the bushing.

[0015] Furthermore, the oil passage unit includes: a first oil passage, located at the end of the oil nozzle away from the clutch cover and sealed to the oil nozzle; and a second oil passage, located between the oil nozzle and the crankshaft unit, and connected to both the oil nozzle and the flow channel, wherein the first oil passage is located inside the second oil passage and together with the second oil passage to form an oil guide flow path; wherein, engine oil flows into the oil guide flow path through the oil nozzle and then flows to the flow channel through the oil guide flow path.

[0016] Compared with existing technologies, the all-terrain vehicle provided in this application, by installing an oil cooler on the all-terrain vehicle, achieves better cooling effect by using the oil cooler to cool the engine oil, which can significantly improve the continuous working time of the engine. Simultaneously, one end of the oil pipe is connected to the oil cooler, while the other end is located on the clutch assembly. This more rational arrangement can significantly improve the cooling effect without affecting the oil pressure and flow at the cylinder head, ensuring lubrication at the engine cylinder head, which is beneficial to the stable operation of the engine and extends its service life. Attached Figure Description

[0017] Figure 1 A structural schematic diagram of the all-terrain vehicle provided in this application.

[0018] Figure 2 This is a structural schematic diagram of the chassis assembly and power system provided in this application.

[0019] Figure 3 This is a structural diagram of the frame assembly, oil cooler, oil pipes, and base plate provided in this application.

[0020] Figure 4 This is a structural schematic diagram of the clutch cover provided in this application from one perspective.

[0021] Figure 5 This is a structural schematic diagram of the clutch cover provided in this application from another perspective.

[0022] Figure 6 for Figure 5 A magnified view of a portion of point A in the middle.

[0023] Figure 7 This is a structural schematic diagram of the clutch cover provided in this application from another perspective.

[0024] Figure 8 for Figure 7 A schematic diagram of the cross-section at point BB.

[0025] Figure 9 A cross-sectional schematic diagram of a portion of the clutch assembly provided in this application.

[0026] Figure 10 A schematic diagram of the active disk assembly provided in this application.

[0027] Figure 11 A schematic diagram of the clutch provided in this application.

[0028] Figure 12 Exploded view of the clutch provided in this application.

[0029] Figure 13 This is a schematic diagram of the control component and transmission component provided in this application from one perspective.

[0030] Figure 14 This is a structural schematic diagram of the control component and transmission component provided in this application from another perspective.

[0031] Figure 15 This is a schematic diagram of the structure of the transmission component provided in this application.

[0032] Figure 16 This is a structural schematic diagram of the sprocket assembly and suspension assembly provided in this application.

[0033] Figure 17 This is a top view of a portion of the all-terrain vehicle structure provided in this application.

[0034] Figure 18 This is a partial structural diagram of the sprocket assembly, suspension assembly, eccentric assembly, and rear axle assembly provided in this application.

[0035] Figure 19 A cross-sectional schematic diagram of the sprocket assembly, eccentric assembly, and rear axle assembly provided in this application.

[0036] Figure 20 A schematic diagram of the base plate provided in this application.

[0037] Figure 21 This is a structural schematic diagram of the frame assembly and base plate provided in this application.

[0038] Figure 22 The structural schematic diagram of the frame assembly, wheel assembly, power system and muffler provided in this application.

[0039] Figure 23 A side view of the muffler provided for this application.

[0040] Figure 24 for Figure 23 A schematic diagram of the cross-section at point CC. Detailed Implementation

[0041] Please see Figure 1 This application provides an all-terrain vehicle 100. As a versatile tool, the all-terrain vehicle 100 can travel normally on various terrains such as beaches, hillsides, and deserts. To clearly illustrate the structure of the all-terrain vehicle 100, this application... Figure 1 The front, rear, upper, lower, left, and right sides of the all-terrain vehicle 100 are defined.

[0042] Please see Figure 1 , Figure 2 , Figure 13 and Figure 16The all-terrain vehicle 100 includes a frame assembly 10, a body panel 20, a power system 30, a control assembly 60, a suspension assembly 70, and wheel assemblies 90. The frame assembly 10 serves as the skeleton, supporting and connecting the various components of the all-terrain vehicle 100 and bearing various loads from inside and outside the vehicle. The body panel 20 is at least partially connected to the frame assembly 10. The power system 30 is mounted on the frame assembly 10 and provides power for the movement of the all-terrain vehicle 100. The control assembly 60 is at least partially mounted on the frame assembly 10 and is used to control the steering, braking, and speed of the all-terrain vehicle 100. The suspension assembly 70 is at least partially mounted on the frame assembly 10, and the wheel assemblies 90 are connected to the frame assembly 10 via the suspension assembly 70. The suspension assembly 70 transmits forces acting between the wheel assemblies 90 and the frame assembly 10. Furthermore, it buffers the impact forces transmitted from uneven road surfaces to the frame assembly 10, reducing vibrations and ensuring smooth and stable operation of the all-terrain vehicle 100.

[0043] The power system 30 includes an engine 31, a clutch assembly 32, and a transmission 50. The engine 31 is at least partially connected to the frame assembly 10 and is used for power output. The engine 31 has a displacement of less than or equal to 110 cc (cubic centimeters), and the all-terrain vehicle 100 provided in this application is a small-displacement all-terrain vehicle 100. The transmission 50 is used to change the speed and torque of the engine 31. The clutch assembly 32 is located on one side of the engine 31 and is at least partially connected to the frame assembly 10. The clutch assembly 32 can transmit the power of the engine 31 to the transmission 50 and bear the entire torque load of the engine 31's power output. Furthermore, it can ensure smooth starting of the all-terrain vehicle 100, achieve smooth gear shifting, and prevent excessive load on the all-terrain vehicle 100 during emergency braking.

[0044] Engine oil is typically stored inside the engine compartment. The oil plays a series of roles such as lubrication, cleaning, cooling, rust prevention, and sealing. The working environment inside the engine compartment is relatively harsh and the temperature is high, so the cooling of the oil is extremely important.

[0045] Currently, some small-displacement engines use air cooling for oil cooling. This involves casting cooling fins onto the outer walls of the engine cylinders and cylinder heads, allowing air to blow away heat by passing over these fins at high speed. However, this method is ineffective, requiring the engine to rest after a period of operation, resulting in a short continuous working time. Other small-displacement engines utilize an external oil cooler, connected to the engine cylinder head via oil pipes. However, this connection reduces oil pressure and flow at the cylinder head, thus affecting lubrication.

[0046] Please see Figure 2The all-terrain vehicle 100 provided in this application also includes an oil cooler 40 and an oil pipe 41. The oil cooler 40 is supported by the frame assembly 10. One end of the oil pipe 41 is connected to the oil cooler 40, and the other end of the oil pipe 41 is connected to the clutch assembly 32.

[0047] This application provides an oil cooler 40 on the small-displacement all-terrain vehicle 100 to cool the engine oil in the engine 31, resulting in better cooling and significantly extending the continuous operating time of the engine 31. Simultaneously, one end of the oil pipe 41 is connected to the oil cooler 40, while the other end is positioned on the clutch assembly 32. This more rational arrangement significantly improves cooling without affecting the oil pressure and flow at the cylinder head. This ensures proper lubrication at the cylinder head of the engine 31, promoting stable engine operation and extending its service life.

[0048] The oil cooler 40 is mounted at the front end of the frame assembly 10. During the operation of the all-terrain vehicle 100, the oil cooler 40 is on the windward side, and the cold air can carry away some of the heat, realizing heat exchange between the hot and cold fluids, and ensuring that the engine oil is at the most suitable operating temperature.

[0049] Please see Figures 2 to 4 The oil pipe 41 includes an oil inlet pipe 411 and an oil return pipe 412. The engine 31 includes a crankshaft unit 314, and the clutch assembly 32 is at least partially connected to the crankshaft unit 314, which is the core of the engine 31. The clutch assembly 32 includes a clutch cover 34, which includes an oil outlet 342 and an oil inlet 343. One end of the oil inlet pipe 411 is connected to the oil outlet 342, and the other end of the oil inlet pipe 411 is connected to the oil cooler 40. One end of the oil return pipe 412 is connected to the oil inlet 343, and the other end of the oil return pipe 412 is connected to the oil cooler 40.

[0050] By arranging the oil outlet 342 and oil inlet 343 on the clutch cover 34, the oil inlet pipe 411 and oil return pipe 412 can be connected to the clutch cover 34 and the oil cooler 40, respectively. Engine oil can enter the oil inlet pipe 411 through the oil outlet 342, and then enter the oil cooler 40 for cooling. The cooled engine oil can then enter the oil inlet 343 through the oil return pipe 412, thus entering the clutch assembly 32. From there, it enters the crankshaft unit 314, cooling the crankshaft unit 314, thereby reducing its operating temperature and alleviating the load on the crankshaft unit 314.

[0051] Because the crankshaft unit 314 experiences a relatively large load, an oil outlet 342 and an oil inlet 343 are provided on the clutch cover 34. These outlets are connected to the oil cooler 40 via oil pipes 41. This allows the engine oil to be cooled by the oil cooler 40 before entering the crankshaft unit 314 from the clutch assembly 32, thus prioritizing the cooling of the oil in the crankshaft unit 314. This is beneficial for the stable operation of the engine 31 and extends its service life. Compared to existing methods that place the oil outlet and inlet at the engine cylinder head, placing them on the clutch cover results in faster cooling and better cooling effect.

[0052] Furthermore, by arranging the oil outlet 342 and the oil inlet 343 on the clutch cover 34, the cooling effect can be greatly improved without affecting the oil pressure and flow rate of the oil at the cylinder head, thus ensuring the lubrication effect at the cylinder head of the engine 31.

[0053] Meanwhile, drilling holes in the clutch cover 34 is more convenient, which facilitates the subsequent installation and removal of the oil cooler 40 and oil pipe 41 on the vehicle, and simplifies the installation of the oil cooler 40. This avoids the problem of the existing method of arranging the oil outlet and oil inlet at the cylinder head, which is not conducive to the installation and removal of the oil cooler and oil pipe due to the limited space on the vehicle.

[0054] Please see Figure 5 The all-terrain vehicle 100 also includes an oil pump, and the clutch cover 34 also includes an oil passage 341. The oil passage 341 is located on the side of the clutch cover 34 near the crankshaft unit 314. The two ends of the oil passage 341 are connected to the oil pump and the oil outlet 342, respectively. Engine oil enters the oil passage 341 through the oil pump, then enters the oil outlet 342 from the oil passage 341, and then enters the oil inlet pipe 411 from the oil outlet 342.

[0055] Please see Figure 4 The clutch cover 34 includes a first side 344 and a second side 345. The oil outlet 342 is located on the first side 344, and the oil inlet 343 is located on the second side 345 and is positioned close to the oil outlet 342. This facilitates the extension of the oil pipe 41 to the oil outlet 342 and the oil inlet 343 for connection, minimizes interference with other components, and makes installation and disassembly more convenient.

[0056] Please see Figures 6 to 9The clutch assembly 32 also includes a clutch 33, which is connected to a clutch cover 34 and at least partially connected to a crankshaft unit 314. The clutch cover 34 also includes multiple oil passages 346, which are sequentially connected. The first and last two oil passages 346 are connected to an oil inlet 343 and the clutch 33, respectively. The oil passages 346 facilitate the flow of engine oil, allowing it to enter through the oil inlet 343 and then be guided through the multiple oil passages 346 into the clutch 33, and finally into the crankshaft unit 314, achieving rapid oil circulation and improving cooling efficiency.

[0057] In this embodiment, there are three oil passages 346: a first oil passage 3461, a second oil passage 3462, and a third oil passage 3463. The two ends of the first oil passage 3461 are connected to the oil inlet 343 and the second oil passage 3462, respectively. The end of the second oil passage 3462 furthest from the first oil passage 3461 is connected to the third oil passage 3463. The end of the third oil passage 3463 furthest from the second oil passage 3462 is connected to the interior of the clutch assembly 32. This facilitates the flow of engine oil, allowing it to sequentially enter the first oil passage 3461, the second oil passage 3462, and the third oil passage 3463 through the oil inlet 343, and finally flow into the interior of the clutch assembly 32.

[0058] Among them, the first oil passage 3461, the second oil passage 3462 and the third oil passage 3463 are all straight, and the straight oil passage 346 is easier to process.

[0059] Of course, in other embodiments, the number of oil passages 346 can also be set to other numbers, such as four, five, or six oil passages 346, as long as the same effect can be achieved. At the same time, the shape of the oil passages 346 can also be changed according to actual needs, as long as the same function can be achieved.

[0060] Please continue reading. Figure 9 To address the issues of wear or seizing between the crankshaft unit 314 and the clutch 33, the clutch 33 provided in this application includes a gear assembly 331, a bushing 332, and a lubrication assembly 333. The gear assembly 331 includes a drive gear 3311, which is fitted onto the crankshaft unit 314. The bushing 332 is fitted onto the crankshaft unit 314 and is located between the drive gear 3311 and the crankshaft unit 314 with a clearance fit. One end of the lubrication assembly 333 communicates with the crankshaft unit 314, and the other end is connected to the clutch cover 34.

[0061] The engine oil can enter the lubrication assembly 333 through the third oil passage 3463, then enter the crankshaft unit 314 through the lubrication assembly 333, and then flow from the crankshaft unit 314 to the circumference of the bushing 332 and into the gap. This lubricates the drive gear 3311 of the clutch 33 and the crankshaft unit 314, preventing wear or seizing between the drive gear 3311 and the crankshaft unit 314 during engine operation, thereby improving the service life of the engine 31.

[0062] Please see Figure 9 The crankshaft unit 314 has a flow channel 3141 along its own axis, and a through hole 3142 is formed on the circumference of the crankshaft unit 314, with the flow channel 3141 communicating with the through hole 3142. Engine oil can flow through the flow channel 3141 to the through hole 3142, and then through the through hole 3142 to the circumference of the bushing 332. The structure is simple, easy to manufacture, and facilitates the flow of engine oil to the bearing circumference for lubrication of the crankshaft unit 314 and the drive gear 3311.

[0063] The bushing 332 has an oil groove 3321 on the side near the crankshaft unit 314, and a groove 3322 on the side near the drive gear 3311. Engine oil can enter the oil groove 3321 and the groove 3322 to lubricate the drive gear 3311 and the crankshaft unit 314. The groove 3322 and the oil groove 3321 can store engine oil, thereby lubricating the drive gear 3311 and the crankshaft unit 314, ensuring the normal operation of the engine 31, and preventing wear or seizing between the drive gear 3311 and the crankshaft unit 314.

[0064] Please see Figure 9 and Figure 12 The lubrication assembly 333 includes an oil nozzle 3331, an oil conduit unit 3332, and an elastic element 3336. One end of the oil nozzle 3331 is connected to the clutch cover 34, and the oil nozzle 3331 communicates with the third oil passage 3463. The oil conduit unit 3332 is located between the oil nozzle 3331 and the crankshaft unit 314, and the oil conduit unit 3332 communicates with both the oil nozzle 3331 and the flow channel 3141. The elastic element 3336 is installed inside the oil conduit unit 3332, with one end of the elastic element 3336 abutting against the oil nozzle 3331 and the other end of the elastic element 3336 abutting against the oil conduit unit 3332.

[0065] By setting up the oil inlet 3331 and the oil conduit unit 3332, a bridge is easily built for the flow of engine oil from the clutch cover 34 to the crankshaft unit 314, guiding the flow of engine oil. This allows the engine oil to enter the oil inlet 3331 through the third oil passage 3463, then enter the oil conduit unit 3332 from the oil inlet 3331, and then enter the flow channel 3141 from the oil conduit unit 3332. From the flow channel 3141, it flows through the through hole 3142 to the periphery of the bushing 332.

[0066] Please continue reading. Figure 9 The oil passage unit 3332 includes a first oil passage 3333 and a second oil passage 3334. The first oil passage 3333 is located at the end of the oil nozzle 3331 away from the clutch cover 34 and is sealed to the oil nozzle 3331. The second oil passage 3334 is located between the oil nozzle 3331 and the crankshaft unit 314, and is connected to both the oil nozzle 3331 and the flow channel 3141. The first oil passage 3333 is located inside the second oil passage 3334 and together with the second oil passage 3334, forms an oil flow path 3335. Engine oil can flow into the oil flow path 3335 through the oil nozzle 3331 and then flow into the flow channel 3141.

[0067] In this application, the specific route of the oil flow is as follows: the oil enters the oil passage 341 through the oil pump, then enters the oil outlet 342 from the oil passage 341, enters the oil inlet pipe 411 from the oil outlet 342, enters the oil cooler 40 from the oil inlet pipe 411 for cooling, and the oil cooled by the oil cooler 40 can enter the oil inlet 343 through the oil return pipe 412, and from the oil inlet 343 sequentially enters the first oil passage 3461 and the second oil passage 3461. 462 and the third oil passage 3463, then from the third oil passage 3463 into the oil nozzle 3331, from the oil nozzle 3331 into the guide flow path 3335, then from the guide flow path 3335 to the crankshaft unit 314, then through the flow channel 3141 of the crankshaft unit 314, and from the flow channel 3141 through the through hole 3142 to the circumference of the bushing 332, so as to achieve lubrication between the drive gear 3311 and the crankshaft unit 314.

[0068] In existing small-displacement all-terrain vehicles, the clutch assembly needs to work in conjunction with a shifting mechanism to disengage or engage the clutch. However, this combination of clutch assembly and shifting mechanism makes shifting gears very strenuous for the driver. Furthermore, the clutch assembly cannot be matched with an independent shifting mechanism, resulting in a complex structure and high cost.

[0069] Please see Figures 10 to 12To address the aforementioned issues, the clutch 33 provided in this application further includes a drive disc assembly 334. A gear assembly 331 is fitted onto the crankshaft unit 314 and has a clearance fit with the crankshaft unit 314. Furthermore, the gear assembly 331 is connected to the transmission 50, and when the gear assembly 331 rotates, it drives the transmission 50 to operate. The drive disc assembly 334 is located within the gear assembly 331 and has a clearance fit with the gear assembly 331, and is fitted onto and connected to the crankshaft unit 314. When the crankshaft unit 314 rotates, it drives the drive disc assembly 334 to rotate synchronously. However, because the gear assembly 331 has a clearance fit with both the crankshaft unit 314 and the drive disc assembly 334, when the crankshaft unit 314 initially rotates at a speed lower than a predetermined speed, the gear assembly 331 will not rotate along with it.

[0070] When the engine 31 is running, the crankshaft unit 314 drives the drive disc assembly 334 to rotate synchronously. When the speed of the drive disc assembly 334 is less than a predetermined speed, the drive disc assembly 334 disengages from the gear assembly 331. When the speed of the drive disc assembly 334 is greater than the predetermined speed, the drive disc assembly 334 can frictionally connect with the gear assembly 331 to drive the gear assembly 331 to rotate, and the gear assembly 331 drives the transmission 50 to operate.

[0071] In this application, the clutch assembly 32 can be engaged and disengaged by the engagement speed; that is, the drive plate assembly 334 and the gear assembly 331 can be disengaged or engaged based on the engagement speed. Furthermore, when engaged, the drive plate assembly 334 and the gear assembly 331 operate synchronously, thereby driving the transmission 50. This results in a relatively simple structure, easy manufacturing, and convenient maintenance. Simultaneously, it allows the all-terrain vehicle 100 to be equipped with an independent shifting mechanism, avoiding the need for the existing clutch assembly to cooperate with a shifting mechanism to achieve clutch engagement and disengagement, making shifting operations more effortless.

[0072] Please see Figure 12The gear assembly 331 also includes a housing 3312. The housing 3312 is fitted onto the crankshaft unit 314, and the drive disc assembly 334 is located inside the housing 3312 with a clearance from the inner wall of the housing 3312. The drive gear 3311 is mounted on the side of the housing 3312 away from the drive disc assembly 334, and is fitted onto the crankshaft unit 314 with a clearance fit. The drive gear 3311 is connected to the transmission 50. Because the drive gear 3311 has a clearance fit with the crankshaft unit 314, and the housing 3312 has a clearance from the drive disc assembly 334, when the crankshaft unit 314 initially rotates at a speed less than a predetermined speed, it will not drive the drive gear 3311 and the housing 3312 to rotate together. When the rotational speed of the drive disc assembly 334 is greater than the predetermined speed, the drive disc assembly 334 can make frictional connection with the cover 3312, thereby driving the cover 3312 to rotate. The cover 3312 drives the drive gear 3311 to rotate synchronously, and the drive gear 3311 drives the transmission 50 to operate.

[0073] In one embodiment, the drive gear 3311 and the housing 3312 are connected as a single unit by welding. This welding connection provides the combined structure of the drive gear 3311 and housing 3312 with high rigidity and good overall integrity. Of course, in other embodiments, the drive gear 3311 and housing 3312 can be connected in other ways according to actual needs, as long as the same effect is achieved.

[0074] The drive disc assembly 334 is connected to the crankshaft unit 314 via a spline, and the all-terrain vehicle 100 also includes a locking member 74, which is used to lock the drive disc assembly 334 to the crankshaft unit 314. This enhances the stability of the connection between the drive disc assembly 334 and the crankshaft unit 314, allowing the drive disc assembly 334 to rotate synchronously when the crankshaft unit 314 rotates. In this embodiment, the locking member 74 is a nut; however, in other embodiments, other components with locking functions can be used for connection according to actual needs.

[0075] Please see Figure 12 The bushing 332 is located between the crankshaft unit 314 and the drive gear 3311 and is clearance-fitted, thereby enabling the combined structure of the drive gear 3311 and the housing 3312 to rotate freely on the crankshaft unit 314.

[0076] Please see Figure 10The drive disc assembly 334 includes a chassis unit 3341, a slinger unit 3342, and a tension spring unit 3343. The slinger unit 3342 is mounted on the chassis unit 3341; the tension spring unit 3343 is mounted on the chassis unit 3341 and connected to the slinger unit 3342. The slinger unit 3342 can cooperate with the tension spring unit 3343. When the rotational speed of the drive disc assembly 334 is less than a predetermined speed, the slinger unit 3342 separates from the cover 3312. When the rotational speed of the drive disc assembly 334 is greater than the predetermined speed, due to centrifugal force, the slinger unit 3342 can be thrown out and frictionally connected to the cover 3312, thereby driving the cover 3312 to rotate synchronously. The cover 3312 drives the drive gear 3311 to rotate synchronously, thereby driving the transmission 50 to operate.

[0077] This application, by setting up a slinger unit 3342, allows the slinger unit 3342 to connect or separate from the cover 3312 through centrifugal force based on the rotational speed of the crankshaft unit 314 of the engine 31. This achieves the disengagement and engagement of the clutch assembly 32. The structure is relatively simple, occupies little space, and is easy to maintain later. Furthermore, it can be matched with an independent shifting mechanism, making gear shifting easier for the driver and more suitable for use in small-displacement all-terrain vehicles 100. This solves the problem in existing small-displacement all-terrain vehicles where the clutch assembly must be engaged or disengaged through a shifting mechanism, resulting in laborious gear shifting operations.

[0078] In this embodiment, there are three throwing units 3342, and the three throwing units 3342 are evenly arranged in a triangle. This ensures that when the throwing units 3342 are thrown out due to centrifugal force, the frictional connection between the drive disc assembly 334 and the cover 3312 is subjected to uniform force, enhancing the stability of the connection between the drive disc assembly 334 and the cover 3312, thereby achieving stability during synchronous operation between the drive disc assembly 334 and the gear assembly 331. Of course, in other embodiments, the number and position of the throwing units 3342 can be changed according to actual needs, as long as the same effect is achieved.

[0079] Please see Figure 9 The clutch assembly 32 also includes an end cover 35. The end cover 35 is located within the clutch cover 34 and is situated on the side of the drive disc assembly 334 away from the gear assembly 331, and is connected to the drive disc assembly 334. In this embodiment, the end cover 35 and the drive disc assembly 334 are sealed together by a gasket or sealant.

[0080] One end of the lubrication assembly 333 passes through the end cover 35 and is clearance-fitted with the end cover 35. The lubrication assembly 333 is connected to the crankshaft unit 314, and the other end of the lubrication assembly 333 passes through the clutch cover 34. The clearance fit between the lubrication assembly 333 and the end cover 35 ensures that the lubrication assembly 333 will not rotate when the engine 31 is running, thereby preventing the lubrication assembly 333 from being damaged and failing.

[0081] Please see Figure 13 and Figure 14 The transmission 50 includes a transmission assembly 51 connected to the engine 31 for changing the output speed of the engine 31. One end of the control assembly 60 is connected to the transmission assembly 51, and the other end of the control assembly 60 is used by the driver to operate the transmission assembly 51 to change gears.

[0082] In existing small-displacement all-terrain vehicles, the transmission assembly includes an intermediate transmission component, a shifting unit, and a shifting unit. The shifting unit includes a shift drum and shift forks. Gear changes in the shifting unit are primarily achieved by the operating component driving the intermediate transmission component, which in turn rotates the shift drum. The shift drum then moves the shift forks axially, thereby causing the shift forks to move the shifting unit and change gears. However, the structure of this transmission assembly is overly complex, occupies a large space, and has too many intermediate transmission components. This means the operating component can only indirectly drive the shift drum through the action of the intermediate transmission component, causing some shifting units to move axially, resulting in difficult shifting and a tendency to malfunction.

[0083] Please see Figure 14 and Figure 15 To address the aforementioned problems, the transmission assembly 51 of this application includes a transmission unit 511 and a shifting unit 512. The transmission unit 511 is driven by the engine 31 to rotate around its axis. The shifting unit 512 is connected to both the transmission unit 511 and the operating assembly 60. The operating assembly 60 can be operated to move the shifting unit 512 reciprocally along the axis of the transmission unit 511 along the shifting direction 52, thereby enabling the transmission unit 511 to change gears. The force required to operate the operating assembly 60 to shift gears along the shifting direction 52 is greater than or equal to 8N and less than or equal to 20N.

[0084] Optional, please refer to Figure 17 The shift direction 52 is basically parallel to the length direction of the all-terrain vehicle 100. Figure 16 The direction indicated by the arrow is the shift direction 52. Of course, in other embodiments, the shift direction 52 can also be changed according to the actual structural layout of the all-terrain vehicle 100.

[0085] The all-terrain vehicle 100 provided in this application greatly simplifies the structure of the transmission assembly 51, allowing the operating unit to directly drive the shift unit 512 to reciprocate along the axis of the transmission unit 511, eliminating the need for existing intermediate transmission components, making shifting easier and less prone to malfunctions. Simultaneously, its small footprint allows the transmission assembly 51 to meet lightweight design requirements, resulting in lower costs and making it more suitable for small-displacement all-terrain vehicles 100. Furthermore, with this structure, the force required to shift gears using the operating assembly 60 is greater than or equal to 8N and less than or equal to 20N, making shifting operations more convenient.

[0086] In this embodiment, the force required to shift gears by operating the control component 60 is the force required to overcome the friction of the control component 60 itself and the interaction between the gears in the transmission component 51, and the force required to shift gears by operating the control component 60 is 10N.

[0087] Please see Figure 17 The control assembly 60 also includes a limiting unit 64, which has at least a first limiting range 641 and a second limiting range 642 for maintaining the handle unit 61 in different gears. The first limiting range 641 and the second limiting range 642 are open to one side, and the handle unit 61 can be operated to disengage from the first limiting range 641 or the second limiting range 642 to move along the shift direction 52 to change gears. Specifically, when the handle unit 61 is operated to disengage from the first limiting range 641 or the second limiting range 642, the handle unit 61 moves in a direction substantially parallel to the width of the all-terrain vehicle 100, and then the handle unit 61 moves along the shift direction 52 to change gears.

[0088] Please see Figure 15 The shift unit 512 includes a shift fork 5122 and a shift fork shaft 5123. One end of the shift fork 5122 is connected to the transmission unit 511, and the end of the shift fork 5122 away from the transmission unit 511 is connected to the shift fork shaft 5123. The shift fork shaft 5123 is connected to the operating component 60. The operating component 60 drives the shift fork shaft 5123 to move along the axial direction of the transmission unit 511, and the shift fork shaft 5123 can drive the shift fork 5122 to move along the axial direction of the transmission unit 511, thereby enabling the transmission unit 511 to perform gear shifting.

[0089] In the small-displacement all-terrain vehicle 100, a shift fork shaft 5123 replaces the gear drum and intermediate transmission components in the existing shift unit. Previously, operating the control assembly activated numerous intermediate transmission components, which in turn rotated the gear drum, converting the rotation of the gear drum into axial movement of the shift fork. However, by using the shift fork shaft 5123, the control assembly 60 can directly drive the shift fork shaft 5123 to move axially. The shift fork shaft 5123, along with the shift fork 5122, moves together, enabling the shift unit 511 to shift gears. This significantly optimizes the structure of the shift assembly 51, reducing the likelihood of malfunctions and facilitating maintenance. Furthermore, shifting is easier, greatly reducing costs and weight, and minimizing space requirements, making it more suitable for installation on the small-displacement all-terrain vehicle 100.

[0090] Meanwhile, in existing transmission drums, after shifting to a gear, the shift lever must spring back to allow for the next shift, causing the shift lever to spring back, which causes great discomfort to the operator. However, using the shift fork shaft 5123 can eliminate the discomfort caused by the shift lever springing back due to transmission drum shifting, making the driver more comfortable when shifting gears.

[0091] Please continue reading. Figure 15 The shifting unit 512 also includes multiple stop members 5121, which are sleeved on the shift fork shaft 5123 and located on both sides of the shift fork 5122, to restrict the shift fork 5122 from moving along the axial direction of the shift fork shaft 5123, thereby fixing the shift fork 5122 and the shift fork shaft 5123 together, so that the shift fork shaft 5123 can drive the shift fork 5122 to move synchronously. The structure is simple and shifting is more convenient.

[0092] In this embodiment, the stop 5121 is a retaining ring. Using a retaining ring facilitates installation and provides good axial positioning and stability. Of course, in other embodiments, the stop 5121 is not limited to a retaining ring; other components capable of achieving the same function can be used.

[0093] Please see Figure 15 The engine 31 includes an engine housing 311 and two support bosses 312. The two support bosses 312 are respectively mounted on the inner wall of the engine housing 311, and both ends of the shift fork shaft 5123 extend into the corresponding support bosses 312. The shift fork shaft 5123 can reciprocate within the support bosses 312 along the axis of the support bosses 312. The support bosses 312 support the axial movement of the shift fork shaft 5123, providing a point of force for the shift fork shaft 5123 during axial movement, facilitating gear shifting by the shift unit 512 driving the transmission unit 511 to change gears.

[0094] Please continue reading. Figure 15The all-terrain vehicle 100 also includes an oil seal 313, which seals the support boss 312 to the shift fork shaft 5123. The oil seal 313 prevents the intrusion of dust and moisture, while also limiting oil leakage. Furthermore, the oil seal 313 not only seals the flowing medium but also provides lubrication, thus achieving excellent sealing performance.

[0095] The all-terrain vehicle 100 also includes a fastener 63, through which the control component 60 is mounted on the shift fork shaft 5123. In this embodiment, the fastener 63 is a retaining ring, which provides good axial positioning and stability, facilitating the reciprocating movement of the shift fork shaft 5123 by the control component 60. Of course, in other embodiments, the fastener 63 is not limited to a retaining ring; other components that can achieve the same function can be used.

[0096] Currently, most all-terrain vehicles use foot-operated gear shifting, which is inconvenient and lacks a gear indicator on the shift lever, making gear changes unintuitive for the driver. This is especially true for small all-terrain vehicles designed for child drivers, where foot-operated shifting makes it difficult for children to perceive the current gear, increasing the difficulty of driving for them. Traditional gear shifting mechanisms also require considerable force to achieve gear changes, making them inconvenient for children to perform.

[0097] In this application, the all-terrain vehicle 100 also includes a driver's cab 21. The end of the control assembly 60, away from the transmission assembly 51, is located inside the driver's cab 21 for manual gear shifting by the driver. This application uses manual gear shifting, which is simpler and less strenuous. Furthermore, the gear shift lever provides a more intuitive indication of gear changes.

[0098] Please see Figure 14 The control assembly 60 includes a handle unit 61 and a transmission unit 62. At least a portion of the handle unit 61 is located within the cockpit 21. One end of the transmission unit 62 is connected to the handle unit 61, and the other end is connected to the shift fork shaft 5123. The driver manipulates the handle unit 61, causing it to move the transmission unit 62. The transmission unit 62 then moves the shift fork shaft 5123 along the axis of the transmission unit 511, causing the shift fork 5122 to move synchronously, thus enabling gear shifting in the transmission unit 511. Gear shifting via the handle unit 61 provides a more intuitive response to gear changes, facilitating driver operation.

[0099] The transmission unit 62 includes a first transmission rod 621, a rotating plate 622, and a second transmission rod 623. One end of the first transmission rod 621 is connected to the handle unit 61. The rotating plate 622 is rotatably connected to the frame assembly 10, and one end of the rotating plate 622 is connected to the end of the first transmission rod 621 away from the handle unit 61. One end of the second transmission rod 623 is connected to the end of the rotating plate 622 away from the first transmission rod 621, and the other end of the second transmission rod 623 is connected to the shift fork shaft 5123.

[0100] The driver operates the handle unit 61, which drives the first transmission rod 621 to move. The first transmission rod 621 drives the rotating plate 622 to rotate around the connection point with the frame assembly 10, thereby driving the second transmission rod 623 to move. The second transmission rod 623 drives the shift fork shaft 5123 to move along the axis of the transmission unit 511. The shift fork shaft 5123 drives the shift fork 5122 to move synchronously, realizing the gear shifting of the transmission unit 511. In this way, the structure of the transmission assembly 51 is greatly optimized, making gear shifting easier and simpler, and less strenuous.

[0101] In this embodiment, the rotating plate 622 is L-shaped, facilitating the connection of the first transmission rod 621 and the second transmission rod 623. The first transmission rod 621 is linear, and the second transmission rod 623 is L-shaped, which facilitates the overall operation of the transmission unit 62 and better drives the shift fork shaft 5123 and the shift fork 5122 to move synchronously. Of course, in other embodiments, the first transmission rod 621, the rotating plate 622, and the second transmission rod 623 can also be other shapes, as long as the same function can be achieved.

[0102] Please see Figure 16 and Figure 18 The all-terrain vehicle 100 also includes a rear axle assembly 81 and a sprocket assembly 82. The rear axle assembly 81 is at least partially connected to the suspension assembly 70, and the rear axle assembly 81 includes a rear axle axle 811. A portion of the sprocket assembly 82 is fitted onto the rear axle axle 811, and another portion of the sprocket assembly 82 is connected to the frame assembly 10. The sprocket assembly 82 is capable of adjusting its center distance to the offset of the rear axle axle 811.

[0103] Currently, the center distance of the sprocket assembly is adjusted using a pivot point adjustment method, as follows: The all-terrain vehicle also includes a semi-circular clamp fork and bolts. The two ends of the semi-circular clamp fork are the first end and the second end, respectively. The circumference of the rear axle is connected to the first end and the second end, respectively. Using the first end as a pivot point, the position of the connection point between the rear axle and the second end is adjusted by the bolts, thereby shifting the position of the rear axle and adjusting the center distance of the sprocket assembly. However, adjusting the center distance of the sprocket assembly using this pivot point adjustment method is difficult, involves many components, has a complex structure, and makes it difficult to ensure that the wheelbases of the left and right wheels are the same during adjustment.

[0104] Please see Figure 18 To address the aforementioned issues, the all-terrain vehicle 100 of this application includes an eccentric assembly 83, which is eccentrically connected to and eccentrically connected to the rear axle axle 811, and is also connected to the suspension assembly 70. At least a portion of the eccentric assembly 83 can drive the rear axle axle 811 to perform an eccentric movement through its rotational motion relative to the suspension assembly 70. The rear axle axle 811 can then drive a portion of the sprocket assembly 82 to move along the length of the all-terrain vehicle 100, thereby adjusting the center distance of the sprocket assembly 82. This simplifies the number of parts, simplifies the structure, and facilitates installation. Furthermore, it improves the adjustment method, making adjustment easier. Simultaneously, by driving the rear axle axle 811 to perform an eccentric movement through the eccentric assembly 83, it ensures that the left and right wheels in the rear wheel unit 92 offset simultaneously, avoiding the problem of different wheelbases after adjustment using the fulcrum adjustment method in existing systems.

[0105] Please see Figure 16 The sprocket assembly 82 includes a first sprocket disc 821, a second sprocket disc 822, and a chain 823. The first sprocket disc 821 is fitted onto the rear axle axle 811; the second sprocket disc 822 is connected to the frame assembly 10; and the chain 823 is wound around both the first sprocket disc 821 and the second sprocket disc 822. The eccentric assembly 83, through its own rotational motion, drives the rear axle axle 811 to perform an eccentric motion. With the cooperation of the chain 823, the movement of the rear axle axle 811 drives the movement of the first sprocket disc 821, thereby adjusting the center distance between the first sprocket disc 821 and the second sprocket disc 822. This design is simple in structure, low in cost, and provides convenient and quick adjustment, improving the user experience.

[0106] Please see Figure 1 and Figure 16 The wheel assembly 90 includes a front wheel unit 91 and a rear wheel unit 92. The front wheel unit 91 is at least partially connected to the frame assembly 10; the rear wheel unit 92 is connected to the rear axle 811. The sprocket assembly 82 can adjust the relative position between the rear wheel unit 92 and the front wheel unit 91. Simultaneously, the use of an eccentric assembly 83 for adjustment ensures that the left and right wheels in the rear wheel unit 92 offset simultaneously and by the same distance, avoiding the problem of different wheelbases after adjustment using the fulcrum adjustment method in existing systems.

[0107] Please see Figure 19 The eccentric assembly 83 includes an eccentric bushing 831, which is sleeved on the rear axle shaft 811 and eccentrically connected to it. The eccentric bushing 831 is also connected to the suspension assembly 70. The eccentric bushing 831 can drive the rear axle shaft 811 to perform eccentric movement through its own rotation, thereby causing the rear axle shaft 811 to drive the first sprocket 821, thus adjusting the center distance between the first sprocket 821 and the second sprocket 822.

[0108] Please see Figure 18 The eccentric assembly 83 also includes an adjusting member 832, which is connected to the eccentric bushing 831. The adjusting member 832 can be manipulated to adjust the rotation angle of the eccentric bushing 831, making operation simple.

[0109] In one embodiment, the adjusting member 832 and the eccentric bushing 831 are an integral structure. The integral structure of the adjusting member 832 and the eccentric bushing 831 results in higher overall connection strength and better integrity. It eliminates the need for additional components to connect the adjusting member 832 and the eccentric bushing 831, simplifying the structure, facilitating manufacturing, significantly reducing costs, and saving assembly time. Of course, in other embodiments, the adjusting member 832 and the eccentric bushing 831 can also be separate structures, as long as the same function is achieved.

[0110] Please continue reading. Figure 18 The suspension assembly 70 includes a suspension unit 71 and a rear swingarm 72. One end of the suspension unit 71 is connected to the frame assembly 10; the rear swingarm 72 is connected to the end of the suspension unit 71 away from the frame assembly 10 and to an eccentric bushing 831. This limits the position of the eccentric bushing 831 and prevents it from moving arbitrarily.

[0111] The rear swingarm 72 includes an annular clamp swingarm 73, which is fitted onto at least part of the eccentric bushing 831 and can lock or unlock the fixed connection between the eccentric bushing 831 and the suspension assembly 70, facilitating adjustment and improving the overall stability of the structure after the eccentric assembly 83 is adjusted.

[0112] Please continue reading. Figure 18 The annular clamp fork 73 has a limiting groove 731. The all-terrain vehicle 100 also includes a locking member 74, which passes through the limiting groove 731 and can clamp the annular clamp fork 73 onto the eccentric bushing 831. This fixes the relative position of the annular clamp fork 73 and the eccentric bushing 831, making the overall structure more robust.

[0113] The all-terrain vehicle 100 also includes a brake caliper 75, which is located on the side of the rear swingarm 72 away from the sprocket assembly 82. The brake caliper 75 is used to assist the rear swingarm 72 in gripping the eccentric bushing 831. The locking member 74 and the brake caliper 75 further enhance the stability and reliability of the eccentric assembly 83 after adjustment.

[0114] In existing small-displacement all-terrain vehicles, the lower side of the frame assembly is too close to the ground. During driving, road debris can easily splash from the lower side of the frame assembly into the all-terrain vehicle, causing damage to the internal pipes and wiring, and even injuring the driver.

[0115] Please see Figure 21 To solve the above problems, this application installs a base plate 84 on the lower side of the frame assembly 10. The height of the all-terrain vehicle 100 is greater than or equal to 740 mm and less than or equal to 1110 mm. The vertical distance from the base plate 84 to the end of the wheel assembly 90 away from the frame assembly 10 is greater than or equal to 90 mm and less than or equal to 140 mm.

[0116] By installing a base plate 84 on the underside of the frame assembly 10, it is possible to prevent flammable materials such as grass and trees from flying and coming into contact with the muffler 85 and causing combustion during the operation of the all-terrain vehicle 100. It also prevents debris such as stones from flying from the bottom, cutting the wiring and pipes, or even causing injury to the driver.

[0117] The base plate 84 is made of steel. Steel is a low-cost material, easy to manufacture, has high hardness, uniform texture, and high toughness, which improves the stability and durability of the base plate 84. Furthermore, steel has low flammability and a high melting point, further ensuring driver safety, while also being weldable, facilitating the assembly of the base plate 84.

[0118] Please see Figure 20 and Figure 21 The base plate 84 includes a base plate body 841 and a first fixing member 842, which is mounted on the base plate body 841. The frame assembly 10 also includes an oil cooler 40 and an oil pipe 41. The oil cooler 40 is mounted on the frame assembly 10, one end of the oil pipe 41 is connected to the oil cooler 40, and the other end of the oil pipe 41 is fixed by the first fixing member 842. This arrangement prevents the oil pipe 41 from shifting during the operation of the all-terrain vehicle 100, while also protecting the engine 31 and the pipelines, thereby protecting the driver and preventing forest fires.

[0119] The base plate 84 also includes a second fixing member 843, which is installed on the base plate body 841 and is used to fix the pipes. In addition to the oil pipe 41, the all-terrain vehicle 100 also has cooling pipes and brake pipes. The second fixing member 843 can prevent the above-mentioned pipes from moving and avoid problems such as pipes falling off or poor contact.

[0120] In this embodiment, the base plate body 841, the first fixing member 842, and the second fixing member 843 are an integral structure. The integral molding facilitates processing, saves assembly time, and also improves the consistency and overall stability of the base plate 84 structure.

[0121] In other embodiments, the first fixing member 842, the second fixing member 843, and the base plate body 841 can also be separately configured. The connection method of the three is not limited to the one-piece molding described in this embodiment; it is only necessary to achieve a stable connection between the three.

[0122] Because the floor plate 84 continuously bears the responsibility of load-bearing structure and preventing stones from flying during the long-term driving of the all-terrain vehicle 100, its strength requirements are relatively high. In this application, the floor plate 84 also includes reinforcing ribs, which can increase the load limit of the floor plate 84, ensure the structural reliability of the floor plate 84, and improve the strength of the floor plate 84 without increasing its thickness, thereby indirectly reducing the material consumption and manufacturing cost of the floor plate 84.

[0123] The base plate 84 also includes drainage holes for draining liquid on the base plate 84. This allows the liquid accumulated on the base plate 84 to flow out through the drainage holes, thus avoiding any impact on the performance and service life of pipe fittings and other structures.

[0124] Please see Figure 22 The all-terrain vehicle 100 also includes a muffler 85, a body panel 20 at least partially connected to the upper side of the frame assembly 10, and a wheel assembly 90 disposed near the lower side of the frame assembly 10. The muffler 85 is mounted on the rear side of the frame assembly 10 and is located between the body panel 20 and the wheel assembly 90.

[0125] In existing all-terrain vehicles, the muffler is positioned relatively low, making it prone to contact with flammable materials on the ground during driving, which can lead to combustion and other phenomena, posing safety risks to both the driver and the vehicle.

[0126] To solve the above problems, the height of the all-terrain vehicle 100 provided in this application is greater than or equal to 740 mm and less than or equal to 1110 mm, and the vertical distance from the muffler 85 to the end of the wheel assembly 90 away from the frame assembly 10 is greater than or equal to two-thirds of the height of the all-terrain vehicle 100.

[0127] This application adjusts the position of the muffler 85, raising it off the ground to prevent debris from splashing, colliding with, or falling into the muffler 85 during the operation of the all-terrain vehicle 100, thus affecting its performance. This avoids safety hazards to the driver and helps prevent forest fires. Simultaneously, it increases the travel of the rear swingarm 72, preventing interference with the rear swingarm 72 and reducing its vibration amplitude. Furthermore, it improves the mobility of the all-terrain vehicle 100, giving it a more dynamic visual appearance.

[0128] Please see Figure 23 and Figure 24 In this application, the muffler 85 includes a spark plug 851, the diameter of which is greater than or equal to 20 mm and less than or equal to 25 mm. Since the displacement of the all-terrain vehicle 100 is relatively small, the diameter of the spark plug 851 can also be reduced accordingly, thereby reducing material consumption and lowering costs.

[0129] Please continue reading. Figure 22 The angle between the axis of the muffler 85 and the length of the all-terrain vehicle 100 is greater than 0 degrees and less than or equal to 30 degrees, thus allowing the muffler 85 to be angled upwards. This further prevents debris from falling into the muffler 85 during the operation of the all-terrain vehicle 100, thus avoiding safety hazards. This also improves the service life of the muffler 85 and the safety performance of the all-terrain vehicle 100.

[0130] The frame assembly 10 also includes a frame body 11 and a mounting bracket 12. The mounting bracket 12 is connected to one end of the frame body 11 and is arranged parallel to the axis of the muffler 85 to facilitate connection with the muffler 85 and improve the consistency between the two.

[0131] The all-terrain vehicle 100 also includes a connector 86, one end of which is connected to the muffler 85 and the other end is connected to the mounting bracket 12 to fix the muffler 85 and the mounting bracket 12, thereby reducing the vibration of the muffler 85 during the operation of the all-terrain vehicle 100, enhancing the stability of the installation, and extending its service life.

Claims

1. An all-terrain vehicle, characterized in that, include: Chassis components; An engine, at least partially connected to the chassis assembly, the engine including a crankshaft unit; A clutch assembly located on one side of the engine and at least partially connected to the chassis assembly; An oil cooler, which is supported by the chassis assembly; An oil pipe, one end of which is connected to the oil cooler and the other end of which is connected to the clutch assembly, the oil pipe including an oil inlet pipe and an oil return pipe; The clutch assembly includes: A clutch cover, the clutch cover including an oil outlet and an oil inlet, one end of the oil inlet pipe being connected to the oil outlet and the other end of the oil inlet pipe being connected to the oil cooler; one end of the oil return pipe being connected to the oil inlet and the other end of the oil return pipe being connected to the oil outlet. The clutch includes a lubrication assembly, one end of which is connected to the crankshaft unit and the other end of which is connected to the clutch cover; The all-terrain vehicle also includes an oil pump, and the clutch cover includes an oil passage and multiple oil passage ports. The oil passage is located on the side of the clutch cover near the crankshaft unit, and both ends of the oil passage are connected to the oil pump and the oil outlet, respectively. The multiple oil passage ports are connected sequentially, and the first and last two oil passage ports are connected to the oil inlet and the lubrication assembly, respectively. The engine oil can enter from the oil inlet and then be guided into the lubrication assembly through the multiple oil passage ports, and then enter the crankshaft unit through the lubrication assembly.

2. The all-terrain vehicle according to claim 1, characterized in that, The clutch cover includes a first side and a second side, the oil outlet is located on the first side, and the oil inlet is located on the second side and is disposed close to the oil outlet.

3. The all-terrain vehicle according to claim 1, characterized in that, The frame assembly includes a front end, and the oil cooler is mounted on the front end of the frame assembly.

4. The all-terrain vehicle according to claim 1, characterized in that, The clutch includes: A drive gear, which is sleeved on the crankshaft unit; A bushing, which is fitted onto the crankshaft unit and is located between the drive gear and the crankshaft unit; The engine oil can enter the lubrication assembly through the oil passage, enter the crankshaft unit through the lubrication assembly, and then flow from the crankshaft unit to the circumference of the bushing.

5. The all-terrain vehicle according to claim 4, characterized in that, The crankshaft unit has a flow channel along its own axis, and a through hole is formed on the periphery of the crankshaft unit, with the flow channel communicating with the through hole; The engine oil can flow through the flow channel to the through hole, and then through the through hole to the bushing.

6. The all-terrain vehicle according to claim 5, characterized in that, An oil groove is provided on the side of the bushing near the crankshaft unit, and a groove is provided on the side of the bushing near the drive gear. The engine oil can enter the oil sump and the groove to lubricate the drive gear and the crankshaft unit.

7. The all-terrain vehicle according to claim 5, characterized in that, The lubrication assembly includes: An oil vent, one end of which is connected to the clutch cover and is connected to the oil passage. An oil passage conduit unit is located between the oil nozzle and the crankshaft unit, and the oil passage conduit unit is connected to both the oil nozzle and the flow channel. An elastic element is installed inside the oil conduit unit, with one end of the elastic element abutting against the oil nozzle and the other end of the elastic element abutting against the oil conduit unit. The engine oil enters the oil inlet through the oil passage, then enters the oil conduit unit from the oil inlet, then enters the flow channel from the oil conduit unit, and finally flows from the flow channel through the through hole to the periphery of the bushing.

8. The all-terrain vehicle according to claim 7, characterized in that, The oil conduit unit includes: The first oil passage is located at the end of the oil inlet away from the clutch cover and is sealed to the oil inlet; The second oil passage is located between the oil nozzle and the crankshaft unit, and is connected to the oil nozzle and the flow channel respectively. The first oil passage is located inside the second oil passage and forms an oil flow path with the second oil passage. The engine oil flows into the oil guide path through the oil nozzle and then flows into the flow channel.

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